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After being cut down to size, some strips of unidirectional carbon fiber are stacked by hand

(Ben Delaney/BikeRadar)

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Once removed from refrigeration, the resin in the carbon fiber provides a tacky surface, allowing two pieces to stick to each other easily once the paper backing is peeled away

(Ben Delaney/BikeRadar)

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Hand-stacked sheets of carbon fiber are then put in this vacuum to remove air from between the layers

(Ben Delaney/BikeRadar)

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How exactly is the carbon fiber laid up into ENVE rims? Joe Stanish, VP of operations, wouldn’t let us see. The secret is inside the circular molds behind him, where rims are shaped using aluminum molds with an inflatable bladder inside and a firm bladder around the bed

(Ben Delaney/BikeRadar)

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Each rim has a detailed checklist, called a traveler, that follows it around the factory. The serial number upper-right is cut out and molded into the rim

(Ben Delaney/BikeRadar)

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Tens of thousands of dollars worth of carbon fiber sheets are stored at 10 degrees in a low-moisture environment, as the resin begins to cure when in an ambient temperature

(Ben Delaney/BikeRadar)

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Wheels are all handbuilt with DT Swiss, Chris King or Project 321 hubs

(Ben Delaney/BikeRadar)

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ENVE can crank out about 80 to 120 rims a day. The rims are sold alone or as complete wheels

ENVE have very strict QC standards. Rims must be within 3/1,000 of an inch all the way around. Tolerances are checked with the molds themselves, then again with the finished product. A parallel sander removes tiny imperfections. Here, a digital caliper is being used to measure rim width

(Ben Delaney/BikeRadar)

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ENVE’s road rims use a heat-resistant resin as protection from braking heat. However, this also means that fully curing the resin during molding isn’t quite possible. After final assembly, the road rims are put back in the oven for post-cure heat treatment

(Ben Delaney/BikeRadar)

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Labels are put on by hand

(Ben Delaney/BikeRadar)

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With the implementation of this carbon clincher braking test fixture in 2010, ENVE improved their rims quite a bit, said test engineer Brent Pontius

The average long descent can generate rim temperatures up to 200 degrees, Pontius said, with 350 degrees being about the most a rider can generate

(Ben Delaney/BikeRadar)

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ENVE test up to five minutes of braking at a time, with a brake power of 400-600 watts

(Ben Delaney/BikeRadar)

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To quantify real-world rim temperatures under sustained, heavy braking, ENVE use these Thermax strips inside the rim on test rides

(Ben Delaney/BikeRadar)

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ENVE have a battery of tests for all their wheels. Here, wheels can be cycled on uneven surfaces

(Ben Delaney/BikeRadar)

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A close look at the 'bumpy road'

(Ben Delaney/BikeRadar)

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After extended brake testing, the rims with ENVE’s textured brake track are measured to ensure consistent braking in all conditions

(Ben Delaney/BikeRadar)

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Pontius loads ENVE’s replication of the UCI test, where a 200lb anvil is hurled at the wheel at 10 meters per second

(Ben Delaney/BikeRadar)

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Using a weighted drop test with a 50lb anvil, ENVE engineers can get a wheel to fail – using forces far greater than found in real-world riding. The goal is to ensure safe failure, such as this crack – caused by a 50lb weight behind dropped from 18 inches. It still resulted in an intact wheel with only a slight hop of out true

(Ben Delaney/BikeRadar)

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In addition to testing their own wheels, ENVE thoroughly test the competitions’ products, too

(Ben Delaney/BikeRadar)

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One goal of the UCI test is to ensure that broken wheels don’t send shards flying. ENVE contend that this trial rewards softer wheels that collapse and absorb energy rather than resist it. Nonethess, ENVE certainly comply with the protocols

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A spoke tension test ensures that spoke holes can withstand more force than a spoke. ENVE test with weights up to 700lb

(Ben Delaney/BikeRadar)

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A look at the spoke-hole test results

(Ben Delaney/BikeRadar)

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ENVE are proud that no bladder is left within their rims (left), as they are with the competition (right)

(Ben Delaney/BikeRadar)

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An inside look at an ENVE rim and Zipp rim

(Ben Delaney/BikeRadar)

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Rims aren’t the only things coming out of ENVE’s Ogden factory. Carbon tubing for craft-builders is also part of the business

(Ben Delaney/BikeRadar)

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Mandrels of all shapes and sizes are hung at the ready

(Ben Delaney/BikeRadar)

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The mandrels are heated on this warming table before sheets of carbon fiber are wrapped around them

(Ben Delaney/BikeRadar)

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A stack of carbon fiber awaits the warming mandrels

(Ben Delaney/BikeRadar)

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Once wrapped around the mandrel, the carbon fiber is wrapped with cellophane, which provides a temporary external mold

(Ben Delaney/BikeRadar)

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This machine wraps the carbon fiber-wrapped mandrels with a consistent layer and pressure of cellophane

(Ben Delaney/BikeRadar)

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A cured carbon tube still wrapped in cellophane

(Ben Delaney/BikeRadar)

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A discarded cellophane shell

(Ben Delaney/BikeRadar)

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A seatpost awaits curing

(Ben Delaney/BikeRadar)

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When resin fails to fully push through and saturate the outer layers of carbon fiber, the strands of fiber remain visible, as on the right. This is defective. The seatpost on the left has been done properly

ENVE Composites are swimming upstream – and quickly, as BikeRadar found out when we got a behind-the-scenes look at their Ogden factory.

At a time when seemingly all larger companies have manufacturing outlets in Asia or are in the process of setting them up, ENVE make all their wheels in Utah. They’re even moving some of their component manufacturing back from Asia to the US.

Jason Schiers launched the company as Edge Composites in 2005, with a handful of employees. Today, 65 people work in a 22,000sq/ft factory that will soon have expanded to 38,000sq/ft.

ENVE make all their carbon fiber road and mountain bike rims in Utah, and are gearing up to build more handlebars, stems and seatposts in the desert state. The brand don’t just make their own rims, either – they also produce all the tools and molds with which they make the hoops.

“We have such tight tolerances on our wheels, and the only way to control them is to control the machining process,” said Joe Stanish, ENVE’s vice president of operations. “So all of our molds are made here.”

ENVE now have 13 wheelsets, including the brand new 8.9.

Check out our image gallery for a tour through the assembly and testing lines of the carbon fiber specialists.